Centrifugal speed-governor



2 Sheets-Sheet 1.

M. R. GODING. GENTRIPUGAL SPEED GOVERNOR.

(No Model.)

No. 334,581. Patented Jan. 19, 1886.

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(No Model.) 2 Shets-Sheet 2.

- M. R. GODING.

GENTRIPUGAL SPEED GOVERNOR. No. 334,581. Patented Jan. 19, 1886.

2M names.

UNITED '1 STATES PATENT OFFICE.

MARSHALL ROOD GODING, OF PORTLAND, MAINE.

CENTRIFUGAL SPEED-GOVERNOR.

EPECIFICATION forming part of Letters Patent No. 334,581, dated January 19, 1886.

Application filed April 23, 1885. Serial No. 163,100. (No model.)

To all whom it may concern.- I

- Be it known that I, MARSHALL R001) Gon- ING, a citizen of the United States of America, residing at Portland, in the county of Cumberland, of the State of Maine, have invented a new and useful Improvement in Governors for Steam-Engines, of which the following is a specification, reference being had to the accompanying drawings.

My invention relates to improvements in steam-engine speed-governors, in which, by the centrifugal motion of balls or other matters, a steam-valve is moved in order to govern the speed of the engine, the object of my improvement being to maintain an engine on which it is placed at a required speed under conditions of load or variation of steam-pressure up to the full capacity of the engine and steam-pressure furnished, and thus correct the irregularity of speed caused by the centrifugal part of the governor being so connected to the valve that they are obliged to move together, the opening and closing of the valve being dependent on a change in the plane of revolution of the centrifugal part or balls of the governor. As no change in this plane can take place without a change of speed resulting, it usually becomes impossible to open the valve to do more work without going slower, or to close the valve to do less work without a corresponding increase of speed. By means of the following-described mechanism this irregularity may be entirely or substantially overcome and any required speed of the engine be maintained.

Figure 1 is a front elevation of my improved governor. Fig. 2 is a horizontal section of it on a plane passing through the axis of the driving-spindle B. Fig. 3 is an enlarged vertical section of the parts to be described that are below the ring 0, hereinafter mentioned, the said section being in a plane passing through the axis of the spindle B.

Throughout the drawings similar letters refor to similar parts.

The frame-work of the governor is shown at A in the said figures, and when the governor is in use is bolted to the flange or other proper part of the engine value-chest, containing a valve suitably connected to the lower end of that part of the valve-stem which, in Figs. 1 and 3, is lettered O. The spindle shown at B imparts a rotary motion from the driving-pulley M to a bevel-gear, I, which engages with and revolves the gears J and H. The bevel-gear J is fastened on the lower part of the tubular spindle D of the annulus O, that sustains or has fulcrumed to it the levers R of the governor-balls K, the bevel-gear H being revoluble on the screw-threaded and tubular part E, to be described. When the gear J is revolved,it revolves the spindle M, which'in turn revolves the annulus O and the balls K, connected therewith. The levers R are properly jointed or applied. at their ends to the spool N, fixed on the rod L, adapted to slide vertically in the spindle M.

D is a clutch provided at its upper end with a clutching projection, b, and at its lower end with another such projection, c. Atits upper end the clutch is fastened to the lower portion of that part of the valve stem or rod lettered L'by being screwed upon the same, and held from rotation about said stem or rod by asetscrew, e, arranged as shown in Fig. 3. The clutch D in its lower part is screw-threaded internally, as represented at S, to receivethe screw-threaded upper part of a tube, E, arranged concentrically on and pinned or otherwise fastened to that part of the valve-stem which is marked 0. This clutch D has vertical motions imparted to it by the rise and fall of the balls K, through the medium of their levers R and the spool N, such spool revolving between collars m, that are pinned to the valve-stem L, one above and the other below said spool. The clutch receives no rotary motion unless when either of its clutching projections b or c is in contact with the next adjacent of the clutching projections a or (1, extending from the gears J and H. In such case it has a motion in the direction of that of the gear with which it is in engagement. When the projection b is in contact with the projection a, the revolution of the clutch D is in a direction opposite to that in which it revolves when the projection c is in contact with the projection d.

The valve-stem may be said to be composed of the four parts 0, E, D, and L, as described, which allow it to be lengthened or shortened automatically while the governor isin motion. The part 0 has vertical motions necessary to the opening and closing of the valve, such part 0 being prevented from revolving by be- IOC ing pinned to a stop, E, which has also only a vertical motion on a post or guide, P, projecting upward from the base part of the frame A, as shown in Figs. 1 and 3. To the lower end of the part 0 the steam-engine valve to be operated by it is to be suitably connected. The part E is fastened to the part 0, and with it has only vertical motions. The upper end of the part E is screw-threaded to enter and engage with the screw-threaded part S of the clutch D. As when the governor isin operation, the parts 0 E have vertical motions only, the revolution of the clutch D about the part E causes the latter either to rise or fall inthe threaded part S, thus shortening or lengthening the valve-stem to vary the movement of the valve, so as to thereby admit more or less steam to the engine-cylinder. The object of having the stem portion L screwed into the clutch D and kept from rotation by the setscrew 0, is that such stem portion may act as a speeder, for in proportion as it is screwed into the clutch D the faster will be the speed of the engine. The stop F is to prevent the parts E O of the valve-stem from revolving, and such stop is also to limit the downward movement of such parts, which it does by contact with the base I) of the frame. It also limits their upward movement when carried into contact with the lower end of the hub of the gear H.

The operation of this governor may be stated to be as follows: The stem part L is to be screwed into or out from the clutch D until the adjustment of the stem becomes such as to cause the engine to go at a required speed, and the balls K to revolve in such a plane as will hold the clutch D between and free from contact with the clutching projections a d of the gears J and 11. Now, should more work be required to be done by the engine, the speed for the instant will be reduced, the balls K will drop, so as to cause the valve to open more and let into the cylinder more steamviz., enough to do the extra work at a slower spced-the same as in many other governors now or heretofore in use. To restore the speed,the clutch D moving in an opposite direction from that of the balls K has to rise from its position between the gears J and H until its projection bshall come in contact with the clutching projection aof the gear J. Such gear will next impart to the clutch a rotary motion in a direction in which the gear may be turning, and as the parts E and O of the stem cannot rotate the internal screw, S, will raise the valve-stem and operate the valve, so as to admi t more steam to the cylinder, which will increase the speed of the engine until the balls K rise to their former plane of revolution, when the clutch D will be again free of contact with and between the gears J and H, as before. The opposite of this operation would be the result if less work were to be done by the engine, the balls K would rise, the clutch D would drop, and its projection 0. would come into contact with the projection d of the gear H, and as this gear moves in a direction opposite to that of the gear J the valve-stem would be dropped, so as to cause a shutting off of the steam until the speed would become reduced enough to again free the clutch D. In this manner a required speed of the engine can always be maintained.

Having fully explained my invention, what I desire to claim and secure by Letters Patent 1s- 1. The combination of the rod L, the clutch D, the rod 0, and tube E, the latter being held together firmly, and the clutch D, adjustable on both rod L and tube E, with gearing such as described, with which the clutch D connects, as set forth.

2. In a valve-stem consisting of the rod L, clutch D, rod 0, andtube E, the combination of the rod L and the clutch D, the latter ad justable on the former with the setscrew e, as set forth.

3. The combination of the clutch D, internally screw-threaded, as described, and arranged to operate with the gears J and H, engaging with the driving-gear I, as represented, with the valve-stem, separate parts L and E, arranged with and screwed, as shown, into the said clutch, such part E being movable only vertically and fixed to the part 0, and such part L being arranged with the spindle M of the balls K, and connected, as described,with the levers of such balls, all being essentially and to operate in manner and for the objects as specified. 4

4. The combination of the stop F, fixed to the rod 0, and adapted to slide on the post P, extending upward from the frame-base b, with the speed-regulator,substantially as described, consisting of the frame A, rod 0, screw-threaded tube E, internally screw-threaded clutch D, screw-threaded rod L, tubular spindle M, shaft B, gears H, I, and J, ring 0, weighted lever B, and the spool or connection N, arranged and to operate essentially as set forth.

MARSHALL ROOD GODING.

itnesses:

F. W. WooDMAN, A. F. GERRISH.

IIO 

